Compressed-air brake.



No. 6399,065.` Patented Dec. 3|, |90!` JV. LIPKnwsKl.

comm-:ssen Am BRAKE.

(Application illgd Nov. 11, 1899.)

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PATENE JOSEPH LIPKOWSKI, OF PARIS, FRANOE, ASSIGNOR To SOCIETE GENERALE DES FREINS LIPKOWSKI, OF PARIS, FRANCE, A FIRM.

COMPRESSED-AIR BRAKE.

SEGAFIGATION forming part of Letters Patent No. 690,065, dated December 31, 1901.

Application tiled November 11,1899. Serial No. 736,626. (No model.)

To @ZZ whom, it may concern.:

Beit known that I, JOSEPH LIFKOWSKI, a subject of the Emperor of Russia, residing in Paris, France, have invented certain new and 5 useful Improvements in Apparatus for Use in Connection with Compressed-Air Brakes, of which the following is a specification.

This invention relates to apparatus for use in connection with compressed-air brakes.

The improved apparatus is designed to insure the instantaneous, and consequently the absolutely simultaneous, application of the brake to all the carriages or wagons in a train, no matter how long this may be.

In order to explain my invention clearly, I will hereinafterdescribe the same with reference to the accompanying drawings, in which Figure l is a horizont-al axial section of the 2o accelerator constructed according to my sys tem. Fig. 2 is a section taken on the line A B of Fig. 1, being at right angles to the previous figure. Fig. 3 is a vertical section of the apparatus, taken on the line C D of Fig. z5 I. Fig. et shows three different views of one of the constitutive parts of the accelerator. Fig. 5 is a diagrammatical view showing the application of my accelerator to a carriage or railway-wagon fitted with a main conduit, by 3o which all the carriages or wagons of a train are connected with the apparatus under the locomotive for use by the driver.

The accelerator shown in Figs. 1, 2, and 3 is formed of a casing a, having tubular sock- 35 ets ZJ and c for connecting to the main conduit. These tubular sockets h and c lead into a cylindrical chamber CZ in the interior of the casing a, into which opens a port e, which at f leads into the atmosphere. A plug l, se- 4o cured b v a chain 2, may be provided for use should it be desired to close the openingjand thus put the device out of use. The chamber CZ is closed at one end by a plug or stopper g and communicates at its other end with a cy- 45 lindrical chamber h of a larger diameter and closed by means of a cover t', provided with a socket j, through which the said chamber b is placed in connection withan air-reservoir.

In the cylindrical chambers CZ and h ot' the 5o casing d the pistons and Z move, they being connected together by a tubular rod m. A

spring a, reposing in the plug g, tends to force the pistons lo and Z constantly against or toward the cover fi. The large piston Z is perforated with a small hole o and is iitted with a packing p to form a tight joint in the lining q of the large chamber Zi. The tubular or hollow piston-rod m may be perforated With orifices r, so as to permit free circulation of the compressed air within the casing a, and upon the said rod is mounted a block s, Fig. 4, retained between the piston proper, 7c, and ange t and acting as a slide-valve for the orifice e of the exhaust-aperturej. This slide s is pressed against the bottom ot' the groove in which it is guided by means of a spring u resting upon the rod m.

In the diagram Fig. 5 the accelerator is marked with the letter o. The main conduit is marked with the letter 1u. The letter m indicates the ordinary brake-cylinder branching oit from the main conduit w. Lastly, the letter y indicates a pipe closed at a and forming an. air-reservoir communicating with the chamber Zt ot' the accelerator through the connecting-socket j.

The accelerator thus constructed and connected is shown at rest in the position indicated at Fig. 2-that is to say, the piston Z is pressed against the cover Z of the chamber Zz, while the Slide-valve s closes the orifice e of the exhaust f, and while the tubular sockets b and c lead into that part of the casing a which iscomprised between the two pistons Zt' and Z.

The apparatus operates in the following manner: It it is supposed that the driver moderately applies his brake, in this case the air of the conduit yw is exhausted in a relatively slow manner and the accelerator does not act. Indeed the orifice o of the piston Z, although very small, is sufticiently great to permit the air from the reservoir y to pass through the accelerator and into the conduit w, so that the pistons Z.: and Zunder the pressure of the spring n are not displaced, leaving the accelerator undisturbed. The brakes of the train therefore act in their normal manner. If, on the contrary, we suppose a sudden depression to occur in the main conduit fu] through the action ot either the driver, guard, or a passenger, the air from the rcs- IOO ervoir y, close by, has not the time to pass through the orifice o into the conduit w. The difference in the pressure upon the two faces of the piston Z is such that the action of the spring u is overcome and the pistons la' and Zmove, taking with them the slide-valve s, which then opens wide the aperture e, and thus causes the instant exhaust of the main conduit w throughf. The fall in pressure resulting therefrom in the said conduit causes the accelerator behind in the train to act,and so on in the same manner, so that the tightening of all the brakes is, so to speak, instantaneous, and consequently also simulta neous. When the main conduit is exhausted of the air, that from the reservoir y escapes also and the spring n returns the pistons 7c and Z, together with the slide-valve s, into the position indicated at Fig. 2. Under these conditions the driver may fill the conduit tu in order to loosen the brakes.

The special features resulting from the use of this accelerator are as follows: (a) the accelerator connected to the conduit w is entirely distinct from the brake apparatus itself and its operation depends upon that of the brake proper; (b) the accelerator maybe applied to any vehicle provided with a brake, which renders its operation always uniform and regular, each apparatus having to control the same length of conduit; (c) the accelerator does not act during gradual stoppage of the trains; (d) in the case where the accelerator is placed under a vehicle provided with a Westinghouse brake the exhaust f mayfbe placed in connection with the brakecylinder, thereby increasing its power.

I claim as my invention-- A train-pipe-release valve, consisting of a casing having an enlarged upper part formA ing a piston-cylinder, a piston therein hav ing a hollow extension carrying a smaller piston at its end, in the lower part of the casn ing, a spring to act on said piston and ex tending Within the hollow extension, an aire chamber in connection with the upper side of the piston, an opening through said piston, openings in the lower part of the casing between the two pistons for the train-pipes, and an exhaust-opening in said lower portion, a valve carried by the 4above-mentioned extension to control Ithe exhaust-opening and a spring between the valve and the extension.

In testimony whereof I have signed my name "to this specification in the presence of two subscribing witnesses.

. JOSEPH LIPKOVVSKI.

Witnesses:

COUNT IIINSKI, Z. CELLEB. 

